Actuator Assembly

ABSTRACT

An actuator assembly may comprise a screw shaft having a shaft axis; a drive arrangement pivotally supported about the screw shaft axis for driving the screw shaft, e.g., about the shaft axis or along the shaft axis, and a rod mounted to the drive arrangement at a location off the shaft axis for providing a primary function of reacting torque about the shaft axis on the drive arrangement. The rod may comprise a rod axis and provide a load path along the rod axis for reacting torque. The rod may also comprise a device for which provides a secondary function for the actuator assembly based on the load experienced along the load path provided by the rod.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.15/659,693, filed Jul. 26, 2017, which claims priority to EuropeanPatent Application No. 16305968.6 filed Jul. 27, 2016, the entirecontents of which is incorporated herein by reference.

FIELD

The present disclosure relates to an actuator assembly. It also relatesto a method of reacting torque on a drive arrangement of an actuatorassembly. It further relates to protecting an actuator assembly fromangular impulses.

The actuator assembly may be for controlling aspects of an aircraft. Byway of example, it may be a flight control actuator, such as a TrimmableHorizontal Stabilizer Actuator (THSA).

BACKGROUND

Actuator assemblies are commonly used in aircraft. A screw actuator, forexample, may be connected to an airframe at a motor end, e.g., by aspherical bearing or clevis bearing, and by a gimbal arrangementinstalled on a ballscrew nut of the actuator. The assembly may include arod, which can act in tension or compression, that extends between amotor/gearbox housing and a portion of the airframe. The rod reactstorque experienced by the motor/gearbox during operation of the screwshaft. The nut on the screw shaft may be connected to a movable element,such as a flap or stabilizer, in particular a horizontal stabilizer. Thestabilizer may be mounted to the airframe such that movement of the nutalong the screw shaft operates the stabilizer.

No-back devices are commonly used in screw actuators like this toprevent feedback forces generated by loading the nut of the actuator,from feeding back into the actuator's motor. When a nut of a screwactuator is loaded by an external force (i.e. forces other than thatfrom motor driving the screw shaft, such as forces created through airflow on a stabilizer) the interaction of the nut with the screw shaftwill tend to rotate the screw shaft, as the nut tries to translate alongthe screw shaft in the direction of the external force. A no-back devicemay be provided on the screw shaft to prevent or at least minimiserotation of the screw shaft induced in this manner.

When external forces are applied to a nut, the nut will experience aforce along the screw shaft, either towards the motor or away from themotor. The handedness of the screw shaft thread will determine whether aforce towards the motor induces a clockwise or an anticlockwise torque.No-back devices commonly make use of this fact by providing two brakingmechanisms —one braking mechanism will provide, say, clockwise brakingforces when the screw shaft is loaded towards the motor/gearbox, and theother braking mechanism will provide anticlockwise braking forces whenthe shaft is pulled away from the motor by feedback forces. The brakingforces that the no-back device can provide are aimed to be sufficient tocounteract the maximum feedback torque applied to the screw shaft by thenut. However, no-back devices can fail, either gradually or suddenly.

There is a desire to be able to monitor the health of a no-back device.U.S. Pat. No. 8,918,291 B2, for example, discloses a method and systemfor monitoring an actuator equipped with a no-back device. The examplesdisclosed therein involve monitoring of the inputs and outputs of themotor (e.g. voltages for an electric motor or pressures for a hydraulicmotor) in conjunction with rotary sensors on the output shaft todetermine dysfunction of the no-back device.

It would also be desirable to improve the functionality of the actuatorassembly through adaptions that do not affect the primary role of thecomponents.

SUMMARY

According to a first aspect, the disclosure provides an actuatorassembly comprising:

a screw shaft having a shaft axis; a drive arrangement pivotallysupported about the screw shaft axis for driving the screw shaft; and arod mounted to the drive arrangement at a location off the shaft axisfor providing a primary function of reacting torque about the shaft axison the drive arrangement, the rod having a rod axis and being arrangedto provide a load path that experiences load in a direction along therod axis in reaction to torque on the drive arrangement, wherein the rodcomprises a device which provides a secondary function for the actuatorassembly based on the load experienced along the rod load path.

In one arrangement the screw shaft may be rotatable about the shaft axisand the screw shaft may be driven about the shaft axis by the drivearrangement, i.e., the drive from the drive arrangement is a rotationalmovement about the shaft axis, with one end of the screw shaft beingrotatably connected to an airframe and the other end free. Therotational drive may in turn cause a nut coupled to a flight surface totranslate along the screw shaft, actuating the flight surface.

In another arrangement the screw shaft may be rotationally fixed aboutthe shaft axis but be displaceable along the shaft axis, i.e., the drivefrom the drive arrangement is a translational movement along the shaftaxis. In this arrangement the screw shaft may be driven in alongitudinal direction along the shaft axis by the drive arrangementturning a nut on the screw shaft which is positionally fixed in theaxial direction. One end of the screw shaft may then be coupled to aflight surface so that drive translates the end of the screw shaft,actuating the flight surface.

In both arrangements the drive arrangement of the actuator assembly ispivotally supported about the screw shaft axis, in the sense that thedrive arrangement is free to rotate, at least to a limited degree, aboutthe axis of the screw shaft —in other words it is free to “float” aboutthe screw shaft axis in response to torque subject to the constraintimposed by the torque reaction rod.

The load may be a force acting in tension or compression along the rodload path, parallel to the rod axis.

The secondary function provided for the actuator assembly by the devicemight be a protective function. The device may be for protecting theactuator assembly.

The device, for example, might comprise a resilient mechanism, forexample, a spring arrangement, that can reduce impulse on the actuatorassembly resulting from sudden changes in torque on the drivearrangement.

In one example, the device may comprise a load limiter. The load limitermay comprise a spring arrangement which activates to limit axial forcesin the rod.

The load limiter may be configured to control a change in length of therod through axial movement of one portion relative to another, e.g.,telescopic movement, when a load along the rod load path exceeds apre-load of the load limiter (a tensile pre-load and/or a compressivepre-load). The change in length may be a shortening of the rod inresponse to compression, and/or a lengthening of the rod in response totension. The load limiter may apply a biasing force against furthercompaction and/or elongation of the rod when the pre-load is exceeded.

The device may be for absorbing shock in the actuator assembly. It mayprovide a shock absorber for the actuator assembly. It may replace othershock absorbing components of an actuator assembly, e.g. resilient,shock absorbing end stops. Relative movement of a nut along the screwshaft may be limited by hard end stops.

Thus, the device may be for reducing rotational impulse in the drivearrangement about the shaft axis.

The device may be for detecting a performance of the actuator assemblybased on load experienced along the rod load path reacting torque on thedrive arrangement.

A performance may be an event during use of the actuator assembly. Forexample, it may be a hard stop during the operation of the actuatorassembly, e.g., an abrupt stop of a nut part way along the screw shaftor, more usually, an abrupt stop at an end of the screw shaft when anend stop is reached.

The device may comprise a load limiter which is provided with anactivation sensor for detecting a change of length of the rod.

The activation sensor may be a switch abutting or otherwise associatedwith a target that is configured to actuate in response to movement ofthe target relative to the switch. It may be a distance sensorconfigured to measure a distance between two points of the rod. Theactivation sensor may be a LVDT sensor or a potentiometer for example.

A performance may also be an operation of the actuator assembly duringuse. For example, it may indicate a deterioration or dysfunction in acomponent of the actuator assembly. It may indicate a failure in acomponent of the actuator assembly.

The device may comprise a load sensor for detecting at least a directionof the load along the rod load path. The direction of the load may berepresentative of the direction of the torque on the drive arrangement.For example, a positive load may indicate torque in one direction aboutthe shaft axis and a negative load may indicate torque in the otherdirection.

The load sensor may also detect a magnitude of the load. It may monitorthe loads with respect to time, e.g., to detectaccelerations/decelerations on components of the actuator assembly, loadcycle information, etc.

The load sensor may be arranged to transmit load signals to a processorwhich is programmed with an algorithm to compute parameters comprising afatigue life consumption and/or endurance life consumption of one ormore components of the actuator assembly.

The actuator assembly may comprise a movement sensor, to generate amovement signal which can indicate a direction of rotation of the screwshaft. The movement signal may be, for example, a rotation sensorconfigured to sense at least a direction of rotation of the screw shaft(or a nut in an arrangement where a nut is being rotated to drive thescrew shaft in an axial direction).

The movement sensor may sense rotation of the screw shaft directly,e.g., through measuring angular movement of the screw shaft.Alternatively, it may sense rotation indirectly, for example, throughrotation of a connected component such as a component of a motor orgearbox mechanically coupled to the screw shaft, or through change inposition of a component, e.g., a position sensor measuring change inposition of a nut on the screw shaft or a speed sensor measuring therate of change. Similarly in an arrangement where a nut is being rotatedand a screw shaft is translating, the movement sensor may sense rotationof the nut directly or indirectly.

The actuator assembly may, instead or in addition to, receive a signalfrom a movement sensor (e.g., rotation or other sensor) which isseparate from the actuator assembly (but associated with it). It may bean existing sensor. The movement sensor may be installed on the actuatorassembly or may be installed between fixed and/or movable surfaces of anaircraft.

The actuator assembly may comprise a processor (which may be the sameprocessor as described above) configured to receive a movement signalindicating a direction of drive of the screw shaft from a movementsensor and to receive a direction of load signal from the load sensor.The processor may be configured to determine, from the direction of loadsignal and the movement signal, whether or not the actuator assembly isoperating in a resistive load quadrant or load driven quadrant. Forexample, it may determine whether a direction of rotation of the screwshaft is in the same direction as a direction of torque applied to thescrew shaft by the drive arrangement, or whether a direction of rotationof a nut on the screw shaft is in the same direction as a direction oftorque applied to the nut by the drive arrangement.

The processor may be configured to: output a performance signalindicating whether the actuator assembly is operating in a load drivenquadrant. For example, the processor may be configured to: output aperformance signal indicating whether the direction of torque applied tothe screw shaft by the drive arrangement is in the same direction as adirection of rotation of the screw shaft or is in an opposite directionto a direction of rotation of the screw shaft. Alternatively, theprocessor may be configured to: output a performance signal indicatingwhether the direction of torque applied on a nut by the drivearrangement is in the same direction as a direction of rotation of thenut or is in an opposite direction of rotation of the nut. A performancesignal, for example, a warning signal, may be outputted if the actuatorassembly is determined to be operating in a load driven quadrant, e.g.,if a direction of torque is in an opposite direction to a drivendirection of rotation of the screw shaft or nut.

Thus, the processor may be configured to determine whether the motor ofthe actuator assembly is operating in a resistive load quadrant or aload driven quadrant of an angular load to angular speed representation.

The processor may be configured to quantify a relationship of directionof torque to a direction of rotation of the screw shaft and/or nut,e.g., to assess a degree of excursion into a load driven quadrant forthe actuator assembly. The processor may be configured to provide anindication of the health of the actuator assembly, e.g., a performancesignal.

The processor may be configured to continuously monitor the direction oftorque relative to direction of drive of the screw shaft, for example,through detecting speed of a motor driving the screw shaft and comparingit to a load signal from a load sensor provided on the rod.

The processor may be a component of the actuator itself or may be partof a monitoring circuit connected with it (e.g., on an aircraft flightcontrol computer or an aircraft maintenance computer).

The actuator assembly may comprise a no-back device.

The no-back device may be connected with a rotational coupling, e.g., aspherical bearing, to a frame. Such a spherical bearing may blocktranslational movement in three dimensions but permit rotationalmovement in three dimensions, at least within a limited stroke. Thedrive arrangement may be pivotally supported about the screw shaft axisvia bearings permitting the drive arrangement to rotate about the screwshaft and about the no-back device.

The actuator assembly may comprise a gimbal for reacting torque which iscoupled to the no-back device. Alternatively it may comprise a secondrod for reacting torque which is coupled to the no-back device. Thegimbal or second rod may be provided to react torque on the no-backdevice into a frame.

The second rod may be provided with a device which provides a secondaryfunction for the actuator assembly based on load experienced along thesecond rod.

The secondary function of the device in the second rod may be any of thesecondary functions mentioned herein.

The device in the second rod may comprise a resilient mechanism and mayprovide a protective function for the actuator assembly.

The device in the second rod may comprise a load sensor and the signalfrom the load sensor may be used in the monitoring of the actuatorassembly.

According to a second aspect, the disclosure provides a method ofreacting torque on an actuator assembly, wherein the actuator assemblycomprises a screw shaft having a shaft axis, a drive arrangementpivotally supported about the screw shaft axis for driving the screwshaft, and a rod for connection to a frame, wherein one end of the rodis connected to the drive arrangement at a location off the shaft axis,the rod having a rod axis along which load is experienced resulting fromtorque on the drive arrangement; the method comprising: using the rod toprovide a load path which can react torque on the drive arrangement as aprimary function of the rod; and using the rod load path to operate adevice which is part of the rod in order to provide a secondary functionfor the actuator assembly based on the load experienced along the rodload path.

The screw shaft may be rotatable about the shaft axis and the drivingthe screw shaft may comprise rotating the screw shaft about the shaftaxis, e.g., to cause translation of a nut along the shaft axis.

Alternatively, the screw shaft may be translatable along the shaft axisand the driving the screw shaft may comprise translating the screw shaftalong the shaft axis, e.g., through rotating a nut on the screw shaft tocause translation of the screw shaft.

Again, the load may be a force which is acting in tension or compressionalong the rod load path, parallel to the rod axis.

The device may be providing a secondary function which is a protectivefunction for the actuator assembly by reducing angular impulses on theactuating assembly. For example, the device may comprise portions thatmove with respect to each other against a bias. In this way, the devicemay provide a degree of resiliency to the rod load path. The resiliencymay be provided by one or more springs in the device. Resiliency in therod load path may only activate once a threshold load or preload hasbeen exceeded. The resiliency provided in the rod load path may reducethe impulse resulting from sudden changes in torque on the drivearrangement.

In one example, the method may comprise providing a rod with a devicecomprising a load limiter. The load limiter may comprise a springarrangement having one portion which moves axially relative to anotherportion, for example, telescopes with respect to the other portion, inresponse to load, once a pre-load has been exceeded. The load limitermay be set so that when a pre-load is exceeded (under tensile and/orcompressive load), a biasing force is applied against further compactionand/or elongation of the rod to limit axial forces in the rod.

Thus, additionally, from a third aspect, there may be provided a methodof protecting an actuator assembly from angular impulses resulting fromsudden changes in torque on a drive arrangement of an actuator assembly,the actuator assembly comprising a screw shaft having a shaft axis and adrive arrangement pivotally supported about the screw shaft axis fordriving the screw shaft, the actuator assembly further comprising a rodwhich is connected at one end to the drive arrangement at a location offthe shaft axis and at the other to a frame for reacting torque on theactuator assembly, the rod providing a load path along which load isexperienced from torque on the drive arrangement, the method comprisingproviding a resilient mechanism in the rod load path to protect theactuator assembly from angular impulses. The resilient mechanism maycomprise a spring arrangement. The resilient mechanism may comprise aload limiter, e.g., as described above, which is part of the rod.

The method of reacting torque described in the second aspect may includea secondary function of detecting a performance of the actuator assemblybased on load experienced along the rod load path in reaction to torqueon the drive arrangement.

In the method, the detecting a performance may comprise: detecting atleast a direction of the load along the rod load path using a loadsensor which is provided in the rod load path. It may comprise detectinga direction and magnitude of the load along the rod load path using theload sensor.

Thus the rod may comprise a load sensor and the load signals from theload sensor may be used to compute parameters such as a fatigue lifeconsumption and/or endurance life consumption of one or more componentsof the actuator assembly. The load signals may be used to monitor thehealth of the actuator assembly, e.g., on a continuous basis or atintervals.

Thus the method of reacting torque may also comprise a method ofmonitoring the health of the actuator assembly.

The computation of the parameters may be performed in a processor in theactuator assembly and a fatigue life consumption and/or an endurancelife consumption may be displayed on the actuator assembly or bereadable from it, e.g., during routine maintenance.

Alternatively, the load signals from the load sensor might be fed to aflight control computer or aircraft maintenance computer fordetermination of a fatigue life consumption and/or an endurance lifeconsumption of one or more components of the actuator assembly.

The load signals may include a time or a sequence code. The load signalsmay be stored on a storage device for later analysis.

The detecting a performance of an actuator assembly may comprise sensinga direction of drive of the screw shaft; processing informationconcerning the direction of the load and the direction of drive todetermine a first performance status of the actuator assembly when thedrive arrangement is operating in a resistive load quadrant and todetermine a second performance status of the actuator assembly when thedrive arrangement is operating in a load driven quadrant. For example,it may determine a first performance status when a direction of torqueis in the same direction as the driven direction of rotation of thescrew shaft and to determine a second performance status of the actuatorassembly when a direction of torque is in an opposite direction to thedriven direction of rotation of the screw shaft. Alternatively, it maydetermine a first performance status when a direction of torque is inthe same direction as the driven direction of rotation of a nut and todetermine a second performance status of the actuator assembly when adirection of torque is in an opposite direction to the driven directionof rotation of the nut.

The sensing a direction of drive may comprise receiving a movementsignal, for example, a direction of rotation signal, from a movementsensor on the actuator assembly, which may detect rotation of the screwshaft and/or nut directly, or indirectly through rotation of a componentin the drive arrangement mechanically coupled to the screw shaft and/ornut, for example a speed sensor on a motor, or from a sensor associatedwith the actuator assembly.

The method may comprise providing a resilient mechanism in a second rodwhich reacts torque in a no-back device of the actuator assembly. Theresilient mechanism may act to limit load on the no-back device.

The method may comprise receiving load signals from a load sensor in asecond rod which reacts torque on a no-back device of the actuatorassembly. These load signals may be used with load signals from a loadsensor in the rod for the drive arrangement to monitor the condition ofthe actuator assembly.

The detecting a performance of an actuator assembly may comprisecontrolling a change in a length of the rod through compaction orstretching of a resilient mechanism (for example, a load limiter) when aload along the rod load path exceeds a pre-load of the resilientmechanism; biasing the rod when the pre-load is exceeded in eithertension or compression to return it back to an initial length; anddetecting activation of the resilient mechanism through the change oflength of the rod.

The detecting a performance of an actuator assembly may comprisedetermining if there has been a hard stop, for example, if the nut ofthe actuator has impacted an end stop of the screw shaft, when theresilient mechanism, for example, a load limiter, is activated.

According to a fourth aspect, the disclosure provides an actuatorassembly torque reaction rod, the rod having a rod axis and a primaryfunction of providing a load path for load experienced in reaction totorque from an actuator assembly, the rod further comprising a device toperform a secondary function for an actuator arrangement based on loadexperienced along the rod load path. The rod may comprise any device asdescribed herein to provide the secondary function.

The rod may be a drive arrangement torque reaction rod for reactingtorque into a frame of an aircraft. The rod may be a no-back devicetorque reaction rod for reacting torque into a frame of an aircraft.

BRIEF DESCRIPTION OF THE FIGURES

Certain embodiments of the present disclosure will now be described ingreater detail by way of example only and with reference to theaccompanying drawings in which:

FIG. 1 shows a schematic side view of an exemplary screw actuatorassembly;

FIG. 2 shows a side view of an exemplary rod in accordance with thepresent disclosure;

FIG. 3 shows a side view of a prior art rigid rod;

FIG. 4 shows a graphical representation of motor torque against rotationof the screw shaft;

FIG. 5 shows a rear view of the exemplary actuator assembly of FIG. 1;

FIG. 6 shows a rod having a load limiter;

FIG. 7 shows a schematic view of an exemplary screw actuator assemblycomprising a second rod and a motor/gearbox ‘floating’ about a no-backhousing to prevent reaction of any torque between the two housings andallow separate monitoring of the reaction torque on the no-back housingand on the motor/gearbox;

FIG. 8 shows a schematic view of an exemplary screw actuator assemblycomprising a similar set-up to the screw actuator assembly of FIG. 7 butwhere the nut is provided as part of the no-back device and the screwshaft translates with respect to the no-back device to actuate a flightcontrol surface; and

FIGS. 9A and 9B show flow diagrams indicating steps performed by theprocessor upon receipt of a signal from a sensor on the rod.

DETAILED DESCRIPTION

FIG. 1 shows a schematic side view of an exemplary actuator assembly 10.The screw shaft 14 may have an axis A along which the nut 16 may move ineither direction depending upon the output of the motor and the functionof any no-back device. The nut 16 may be coupled to a moveable flightcontrol surface (not shown), such that displacement of the nut 16 alongthe screw shaft 14 causes displacement or pivoting of the flight controlsurface.

The actuator assembly 10 may have a drive arrangement 12 at one endassociated with a no-back device 22. The drive arrangement 12 maycomprise a motor. It may also comprise a gearbox. The motor/gearbox maybe integrated together to provide the drive arrangement 12 (for example,they may share a common housing, as indicated by the box shape 12 in thefigure).

The drive arrangement 12 may comprise more than one motor/gearbox toprovide redundancy.

The motor, or motors, as appropriate, may be an electric motor, ahydraulic motor, or any other kind of motor.

The no-back device 22 may be mounted to the screw shaft 14 or to a driveshaft of the motor that drives the screw shaft 14. In one exemplaryarrangement, the no-back device 22 is provided at one end of the screwshaft 14, axially aligned with the screw shaft 14, and the drivearrangement 12 comprising the at least one motor/gearbox is supported onthe screw shaft 14 for driving the screw shaft 14 about the screw shaftaxis A, through the at least one motor being arranged to turn at leastone gear which in turn drives the screw shaft 14. The motor/gearbox ofthe drive arrangement 12 may be arranged within a housing that isprovided with bearings to rotate about the screw shaft 14 and theno-back device. The bearings may comprise plain, ball, roller, or thrusttype bearings, for example. In this way the drive arrangement 12 may bearranged to “float” around the screw shaft axis A and the no-back device22 with its movement controlled via one or more torque reaction devices(to be described in more detail below, e.g., in relation to FIG. 7)independently of the reaction of the torque on the motor/gearbox housingvia the first reaction rod 100.

The nut 16 of the actuator assembly 10 may connect to a device to bemoved. As one non-limiting example, the nut 16 may be attached to aTrimmable Horizontal Stabilizer of an aircraft. In this case, theactuator may be considered to be a Trimmable Horizontal StabilizerActuator (THSA). A Trimmable Horizontal Stabilizer may be subjected toaerodynamic loads from an airstream passing the aircraft. Theseaerodynamic loads on the Trimmable Horizontal Stabilizer may feed backinto the actuator assembly 10 via the nut 16 and may seek to move thenut along the screw shaft axis A. A no-back device may be used toprevent or at least minimize such motion of the nut and TrimmableHorizontal Stabilizer. The actuator assembly 10 may also be used withother control surfaces of an aircraft, such as flaps, slats, spoilersetc.

If feedback forces are applied to the nut 16 along the axis A of thescrew shaft 14, then the force of the nut 16 against the screw shaftthread will act to turn the screw shaft 14 in order to allow translationof the nut along the shaft. The handedness of the screw shaft threadwill determine whether the forces from the nut directed towards themotor induces a clockwise or an anticlockwise torque in the screw shaft14. If, for example, the screw shaft 14 has a left-handed screw thread,then a force from the nut 16 towards the drive arrangement 12 willinduce a clockwise torque (viewed from the nut 16 towards the drivearrangement 12), and a force from the nut 16 away from the drivearrangement 12 will induce an anticlockwise torque in the screw shaft14.

The following description will be made with reference to a left-handedscrew thread on the screw shaft 14. However, it is to be understood thatthe following disclosure is applicable to right-handed screw threads,changing the terms clockwise/anticlockwise as applicable.

When nut 16 is loaded by an external force along axis A, the linearforce on the nut 16 may be converted into both a linear force on thescrew shaft 14 and a torque on the screw shaft 14. In an actuatorassembly 10 having a no-back device 22, this torque and/or axial load onthe screw shaft 14 may be reacted by the no-back device 22 in order toprevent the torque from rotating the screw shaft 14. Alternatively,other devices known in the art may be used to react the axial load. Aresistive torque provided by a no-back device 22 may generally balancethe torque on the screw shaft 14 with margin.

When the no-back device 22 reacts torque from the screw shaft 14, thetorque will act to turn the no-back device 22 about axis A. The no-backdevice 22 may be attached to the drive arrangement 12, and the torquefeeding back through the screw shaft 14 may urge the drive arrangement12 to rotate about the screw shaft 14.

As shown in FIG. 5, which is an end-on view of the assembly shown inFIG. 1, a rod 100 may be connected to the drive arrangement 12 at apoint 102 off the axis A of the screw shaft to counter torque on thedrive arrangement 12. The rod 100 may be skew to the screw shaft axis Aand may extend substantially tangentially to the torque axis (screwshaft axis A) so that it reacts torque in tension or compression. Thetorque in the drive arrangement 12 may then be reacted, via the rod 100,into a frame 150 to which the actuator assembly 10 is mounted. As onenon-limiting example, the frame 150 may be an airframe.

In the event that feedback torque is not fully reacted by the no-backdevice 22, then the torque may reach a drive shaft of the motor. Thismay happen, for example, if the no-back device 22 is worn or has failed,or if the feedback forces are beyond the design-tolerance of the no-backdevice 22.

The drive arrangement 12 may comprise a connector 20 for connecting theactuator assembly 10, which might be a THSA, at the drive arrangementend of the screw shaft 14 to a frame 150. The connector 20 may be arotatable connector (rotational coupling 20) and may be disposed on axisA of the actuator assembly 10. For example, the connector 20 may be aball or a cup of a ball-joint mount. In the absence of the rod 100, theactuator assembly 10 may be free to pivot/rotate in all directions aboutthis connector 20.

The gearbox of a THSA is attached to the aircraft structure. Because theactuator assembly transforms a rotation into a linear movement, anyexternal axial load applied to the actuator generates a torque on theTHSA gearbox that must be reacted by the aircraft structure.

In the prior art, a rigid rod 11, e.g. as shown in FIG. 3, would havebeen provided as a “single lug” attachment to react torque on the drivearrangement 12 about the screw shaft axis A.

Exemplary rods 100 for use in the actuator assembly 10 of the presentdisclosure are shown in FIGS. 2 and 6.

The rod may have a first end 102 that connects to the drive arrangement12 and a second end 104 connectable to a frame 150. Both connections102, 104, may for example be clevis-type fasteners.

The rod 100 is mounted to the drive arrangement 12 at a location off theshaft axis A (i.e., spaced from the axis or skew to the axis). It has aprimary function of reacting torque about the screw shaft 14, feedingthe torque as a load to its point of contact on the frame 150. In sodoing it provides a load path for the forces (referred to herein as the“rod load path”).

In accordance with the present disclosure, the rod may comprise a device106, 108 which provides a secondary function for the actuator assemblybased on the load experienced along the rod load path. In other wordsthe rod 100 is provided with additional functionality.

In one embodiment, the device comprises a resilient mechanism, such as aspring arrangement. The rod may comprise a spring arrangement in theform of a load limiter 108, for example as shown in a basic form in FIG.6, or may comprise a spring arrangement in the form of a load limiter108 together with a second device in the form of a load sensor or otherdevice which responds to the load experienced along the rod load path toprovide a secondary function for the actuator assembly.

The rod 100 may contain a device in the form of a load limiter 108. Theload limiter 108 may be configured to control compression or extensionof the rod 100, e.g. once a pre-load has been exceeded, either incompression or tension. In the examples shown in FIGS. 2 and 6, a firstshaft 114 may be telescopically received within a second shaft 115. Aspring 112, for example a coil spring, may be disposed within the secondshaft 115. The first shaft 114 and the second shaft 115 may be portionsof the rod 100. The load limiter 108 may serve to protect the actuatorarrangement 10.

As shown in FIG. 2 (and FIG. 6), one end 112 b of the spring 112 mayabut a flange 116 of the second shaft 115 and a first flange 118 of thefirst shaft 114. The other end of spring 112 may abut a shoulder 115 aof the second shaft and a second flange 120 of the first shaft 114. Thedistance between the shoulder 115 a and the flange 116 of the secondshaft 115 may determine a maximum possible length of the spring 112. Thespring 112 may be chosen such that its natural length is greater thanthe distance between the shoulder 115 a and the flange 116 of the secondshaft 115. That is to say, the spring 112 may be in compression withinthe second shaft 115. The amount of compression from the natural lengthof the spring 116 may determine the pre-load on the rod 100.

When a force is applied along the axis B of rod 100 (either an extensionor a compression force) then the rod 100 will act as a rigid rod if theforce is less than the pre-load of the spring 112. If the force becomesgreater than the pre-load, then the spring 116 may compress within thesecond shaft 115. As described in detail below, compression of thespring 112 can be caused by both extension of the rod 100 and bycompression of the rod 100. In other words, any extension or compactionof the rod 100, once the pre-load has been exceeded, is performedagainst the bias of the spring 116.

In the orientation shown in FIG. 2, if the second shaft 115 is heldstatic and the first shaft 114 is pushed to the right (i.e. the rod iscompressed) by a force greater than the pre-load of the spring 116, thenthe first flange 118 will push against second end 112 b of the spring112 and compress it against the shoulder 115 a of the second shaft 115.The second flange 120 may move into a cavity 122 in the second shaft115. That is, the rod 100 decreases in length against the bias of thespring 112.

In the orientation shown in FIG. 2, if the second shaft 115 is heldstatic and the first shaft 114 is pulled to the left (i.e. the rod is intension) by a force greater than the pre-load of the spring 116, thenthe second flange 120 will push against the first end 112 a of thespring 112 and compress it against the flange 116 of the second shaft115. The first flange 118 may move out from the second shaft 115 to theleft. That is, the rod 100 increases in length against the bias of thespring 112.

The effect of this may be to provide the rod load path with someresiliency in order to absorb the impulse of loads which exceed athreshold level set by the spring pre-load —the load limiter 108activates to limit axial forces in the rod. This can be seenschematically by the representation in FIG. 5. Thus, the load limiter108 (or other resilient mechanism) can be used to provide a shockabsorbing function for the actuator assembly and thereby protect theactuator assembly 10 from sudden changes in torque on the drivearrangement.

The actuator assembly 10 may have an end stop 18 (see FIG. 1) forpreventing the nut 16 from moving off an end of the screw shaft 14.There may be an end stop 18 provided at either end of the range ofmotion of the nut 16 along the screw shaft 14. The actuator assembly 10may use information from a sensor to determine the position of the nut16 on the screw shaft 14. However, if there are errors in the setup,such as miscalibration of the sensor or more usually runaway, then it ispossible for the nut 16 to be driven into the end stop 18 at speed.

In such situations in prior art devices, to prevent damage to the nut orthe end stop, the end stop typically would be constructed of arelatively soft material, such as an elastic or polymer based material,to absorb impact from the nut, i.e., to provide a shock absorber. Suchmaterials may be prone to ageing and damage from repeated stop cycles.

In the present actuator assembly 10, the end stop 18 may be made of arigid material, for example, a metal, such as steel or aluminium, whichmay have greater longevity. It may reduce the servicing commitments thatwould otherwise be required.

There may be two end stops disposed on the screw shaft. One may bedisposed at an end distant from the drive arrangement 12 and the otherend stop 18 at an end near the drive arrangement 12. The two end stops18 may define a total range of motion of the nut 18 along the screwshaft 14. If the nut 16 impacts an end stop 18, then substantial torquemay be introduced into the screw shaft 14. In the manner describedabove, this torque may be reacted into the rod 100 and absorbed by theload limiter 108.

If the force along the load path in the axial direction of the rod 100generated from reacting the torque is greater than the pre-load of theload limiter 108, then the load limiter 108 may activate and absorb thatforce over a distance of compression of the spring 112 in the loadlimiter 108. Taking up the force with a spring 112 extending over adistance can limit the average impulse experienced by the rod 100 whenthe nut 16 impacts the end stop 18. Thus, the rod 100 can absorb theforces from this impact and this may reduce the forces generated inother parts of the system, such as gears in the drive arrangement 12,the nut 16, the screw shaft 14, the end stop(s) 18, the housing 12 etc.This may protect the actuator assembly 10 from damage.

If end stops 18 are disposed at either end of the limit of travel of thenut 16, then impact of the nut on one end stop may produce clockwisetorque in the drive arrangement 12 while impact of the nut on the otherend stop 18 may produce anticlockwise torque on the end stop. As theload limiter 108 may be configured to absorb impacts via eithercompression or extension of the rod 100, the actuator arrangement 10 canbe protected regardless of which end stop 108 is impacted.

The device 106, 108 may be provided as part of the rod 100 for detectinga performance of the actuator assembly based on load experienced alongthe rod load path reacting torque on the drive arrangement 12.

The performance may be an event in time during the use of the actuatorassembly, for example a hard stop as the nut 16 reaches an end stop 18abruptly, or it may be an operational characteristic over time, forexample a deterioration of the no-back function or other malfunction inthe drive arrangement 12 or driven component.

In one embodiment, the rod 100 may comprise a device in the form of aload limiter 108 as shown in FIG. 2. To detect activation of the loadlimiter 108, a switch 110 may be disposed adjacent a target 111 such asa flange or other radial projection of the first shaft 114. If the axialload on the rod 100 is greater than the pre-load of the load limiter 108then the load limiter 108 will activate. That is to say, the first shaft114 may move relative to the switch 110. If the target 111 moves awayfrom the switch (i.e. to the right or to the left in FIG. 2), then theswitch 110 may activate and send a signal indicating that theload-limiter 108 has been activated.

In an alternative example, the switch 110 may be a LVDT or otherdistance sensor mounted to one of the first shaft 114 or second shaft115 and configured to monitor a distance between the two shafts todetect activation of the load-limiter (i.e. axial load on the rod 100above the pre-load).

The extension or compaction of the rod 100 in response to load along therod load path may be a linear function once the pre-load value of theload limiter has been exceeded. Accordingly a distance sensor sensingthe change in length of the rod 100 may be used to calculate the load ata given moment and provide an indication of the torque experienced bythe drive arrangement 12 about the screw shaft 14.

Moreover the activation of a load limiter 108 can be used to detect endstroke stop engagement by setting “normal” and “abnormal” load ranges,e.g., through setting the pre-load. Any torque reaction rod load outsidea “normal” range can then be taken as an indication of an end strokestop engagement.

Thus, in accordance with particular embodiments, the rod 100 may have adevice 106, 108 for detecting a performance of the actuator assembly 10.

In one embodiment, the rod 100 may have a device to assist withmonitoring the health of the actuator assembly, for example, in the formof a load sensor 106.

Various designs of electrical motor can operate either as a motor or asa generator, depending on whether electrical power is being supplied tothe motor contacts to turn it or whether an external torque is forcingthe motor parts to turn with respect to one another and through thatgenerate electricity. In addition, various designs of hydraulic motor,e.g., where a fluid is being used to rotate a turbine about a shaft, canoperate as a motor when the fluid is being forced under pressure intothe turbine, or it can act as a pump (or a brake) when an external forcecauses rotation of the turbine shaft, forcing fluid around a hydrauliccircuit. Further, many designs of motors can usually rotate their outputshaft in both clockwise and anticlockwise directions.

These quadrants of a motor may be graphically represented as shown inFIG. 4.

In FIG. 4, in the first quadrant 1, the torque that the motor isapplying to the output shaft (which may, for example, be a drive shaftor may be a screw shaft) is, for example, in the clockwise direction anddesignated T (positive value) and the rotation of the shaft is in theclockwise direction (designated positive v). In the third quadrant 3,the torque that the motor is applying to the output shaft is, in thisexample, in the anticlockwise direction and designated −T (negativevalue) and the actual rotation of the shaft is in the anticlockwisedirection (designated −v). In both of these quadrants, 1 and 3(resistive load quadrants), the motor is acting as a motor and isdriving the shaft (i.e., power is being supplied to the motor inputsresulting in turning of the motor shaft in the desired direction). Theparts being driven are providing the resistive load.

In the second quadrant 2, the torque that the motor is applying to theoutput shaft is in the clockwise direction but the actual rotation ofthe shaft is now in the anticlockwise direction. This occurs ifanticlockwise forces applied to the output shaft from outside the motorare greater than those clockwise forces being applied by the motor. Inthis quadrant (load driven quadrant), the motor may act as a brake tothe anticlockwise forces.

For example, if the motor is an electric motor, then the external forcesmay be converted into electricity. Alternatively, if the motor is ahydraulic motor, then the output pressure of the motor will be higherthan the input pressure.

Similar to the second quadrant 2, in the fourth quadrant 4, the torquethat the motor is applying to the output shaft is in the anticlockwisedirection but the actual rotation of the shaft is now in the clockwisedirection. In quadrant 4 the motor provides a load which is beingdriven.

With regard now to the present disclosure, a load sensor 106 may bedisposed on the rod 100 to detect at least a direction of load on therod 100. The load sensor 106 may be arranged to detect a direction ofload along the longitudinal axis B of the rod 100. The load sensor 106may optionally detect a magnitude of the load along the rod 100. Thedrive arrangement 12 (motor/gearbox) may be supported on the screw shaft14 in a way which allows the drive arrangement 12 to “float” about theaxis A of the screw shaft 14, for example by mounting the housing of thedrive arrangement 12 on bearings on the screw shaft 14 and/or no-backdevice 22. In this way, feedback torque on the no-back device 22 may beindependent of the feedback torque on the housing of the drivearrangement 12.

A movement sensor 24 may be provided to sense rotation of the screwshaft 14 relative to the drive arrangement 12. The movement sensor 24may be any type of sensor capable of directly or indirectly sensing atleast a direction of rotation of the motor/screw shaft. It may sense therotation directly or indirectly. For example, it could be a rotationsensor measuring rotation of the screw shaft 14, or it could be a sensorsensing rotation of a drive shaft or other part of the motor driving thescrew shaft 14, a rotary component of the gearbox, or a sensor sensingthe movement of the nut or other connected component. It may be a motorspeed sensor, particularly an existing motor speed sensor. The movementsensor 24 may be installed on the actuator assembly 10 or may beinstalled between fixed and movable surfaces of an aircraft.

In one example, the movement sensor 24 could be a rotary encoder. Thesensor 24 may sense at least a direction of rotation of the screw shaft14. The movement sensor 24 may also sense a speed of rotation of thescrew shaft 14.

As described in more detail below, knowing both the direction of theload on the rod 100 and movement information indicating at least adirection of rotation of the screw shaft 14, may be used to calculatewhich quadrant the drive arrangement 12 is being operated in. Operationin either of the two resistive load quadrants may indicate that theno-back device is working correctly, while operation in a load drivenquadrant may indicate a dysfunction such as wear or failure of theno-back device 14.

Additional information from the magnitudes may be used to understandmore fully the operation of the drive arrangement 12. For example, therelative excursion of the drive arrangement into a load driven quadrantor relative time spent in such a quadrant may indicate the state of thecomponents and likelihood of failure, particularly failure of theno-back device 22.

When the motor decelerates as it stops rotating the screw shaft 14 oncethe nut 16 has reached a desired position, the measured torque (asdetermined by the rod 100) may briefly change direction while therotation of the screw shaft 14 slows (but does not reverse). Thus, themotor may briefly enter the second or fourth quadrants even though theno-back device 14 is still functioning properly. To avoid an erroneousdetermination of wear or failure of the no-back device 14, the systemperforming the determination (e.g. a processor) may record dataregarding the number of occasions and/or a duration of the occasions inwhich the motor is acting in the second or fourth quadrants. In oneexample, the system may disregard brief periods (e.g. 100 ms) when themotor is operating in the resistive load quadrants, and only output analarm or error message if the motor continues to act in a resistive loadquadrant beyond the brief period. Detection may also be activated onlyduring steady state operation using a derivation-of-position sensorsignal or direct speed sensor information to detect steady stateoperation.

Alternatively or additionally, the data may also be compared to anexpected deceleration of the motor. From this data, the system may, forexample, output a wear/failure signal only after a succession of periodsin which the motor is acting in the second or fourth quadrants and/orafter a particular duration in which the motor is acting in the secondor fourth quadrants and/or when the motor is unexpectedly acting in thesecond or fourth quadrants (i.e. when deceleration of the actuatorassembly 10 is not expected).

Thus, in this way, the rod 100 may provide a secondary function offeeding back information which can be used in a monitoring system toassess the operation and/or health of the actuator assembly 10, addingfunctionality to the actuator assembly 10.

The rod 100 comprising the device for providing the primary andsecondary functions may be retrofitted onto an existing actuatorassembly, to increase the functionality of such an actuator assembly.

The rod 100 may comprise one type of device 106, 108 or may comprise twoor more devices providing additional functionality responsive to load inthe rod load path beyond the rod's primary function of reacting torqueon the drive arrangement 12.

FIG. 7 shows a schematic side elevation of a further exemplary screwactuator assembly comprising a second torque reaction rod 124 whichreacts torque on the no-back device 22 into the frame (aircraftstructure). The screw shaft 14, nut 16, drive arrangement 12, no-backdevice 22 and rod 100 may be the same as for the screw actuator assemblyof FIG. 1 and so will not be described in further detail here (likereference numerals have been used for corresponding structuralfeatures). The screw actuator assembly 10 may also comprise end stops 18(not shown) similar to FIG. 1.

The actuator assembly 10 comprises a second rod 124 which has a firstend 126 that connects to the no-back device and a second end 128 that isconnectable to a frame 150. Both connections 126, 128 may for example beclevis-type fasteners.

The second rod 124 is mounted to the no-back device 22 at a location offthe shaft axis A (i.e. spaced from or skew with the axis). It has aprimary function of reacting torque about the screw shaft 14, feedingthe torque on the no-back device 22 as a load to a point of contact onthe frame. In so doing, it provides a load path in the same way as thefirst rod 100 and the torque from the drive arrangement 12.

The motor 130 may drive the screw shaft 14 via gears 132 of a gearbox,for example, which might be in the form an epicyclic gearbox. Theno-back device 22 may be provided at one end of the screw shaft 14 toprovide reaction torque, and secured to a frame via a gimbal or clevistype connection 134 which permits rotation of the actuator assemblyabout axis A. The drive arrangement 12 may be supported on a housing ofthe no-back device 22 and/or to the screw shaft 14 through anarrangement of bearings 136 that allow the drive arrangement 12 to“float” about the screw shaft axis A and the no-back device 22. Thebearings 136 may comprise, for example, plain, ball, roller, or thrusttype bearings.

While not shown in such detail, a similar drive arrangement 12 may beprovided in the actuator assembly 10 of FIG. 1.

The “floating” arrangement prevents reaction of any torque between thetwo housings. This allows separate monitoring of the reaction torque onthe no-back housing and on the motor/gearbox housing.

As with the first rod 100, the second rod 124 may comprise a device 106,108, similar to the first rod 100 which provides a secondary functionfor the actuator assembly based on the load experienced along the secondrod 124.

Thus, in one embodiment, the second rod 124 may comprise a device in theform of a load limiter 108, e.g., as shown in FIG. 2. The operation ofthe load limiter would be the same as described above in connection withthe first rod 100. However, due to its relative position and the inertiaof the no-back device compared to the motor/gearbox, the benefits ofproviding a load limiter 108 here are less than for the first rod 100,though may provide benefits nevertheless. Optional features such as aswitch to detect activation of the load limiter 108 on the second rod124 may be provided.

In another embodiment, the second rod 124 may have a device to assistwith monitoring the health of the actuator assembly, for example, in theform of a load sensor 106, similar to the first rod 100, e.g., to assistwith the monitoring function. In the actuator assembly 10, to helpfacilitate the no-back monitoring function, the drive arrangement 12(e.g., the housing containing the gears and the motor(s)) may be able to‘float’ or rotate around the no-back housing. The torque on the no-backdevice 22 may then be reacted independently of the torque on themotor/gearbox housing 12. The torque may be reacted into the aircraftstructure. Load sensors 106 provided on the first and second rods 100,124 may detect at least a direction of load on the two rods 100, 124 andfeed the information back to a processor to determine the health of theactuator assembly 10. The processor may be part of the motor/gearboxassembly of the drive arrangement 12 or may be an aircraft flightcontrol computer or aircraft maintenance computer. The load sensors 106may further each output a signal indicative of the magnitude of theload.

The sum of the two load sensor signals represents a total reactiontorque to the aircraft structure. It is equal to the torque on the nutand therefore can provide an accurate image of the external load on theactuator assembly (e.g., THSA) in a steady state condition (no inertialload). These load sensor signals may be used to compute parameters suchas a fatigue or endurance life consumption of the actuator assembly 10.

The load sensor signals can also be used to monitor more accurately theoperation of the no-back device 22, as the braking torque is generallyproportional to the axial load on the actuator assembly 10 within arange corresponding to variations of coefficient of friction. Bycomparing reaction torque on the no-back device 22 with the totalreaction torque, it can be confirmed whether the braking torque providedby the no-back device 22 is within an acceptable range (withoutrequiring motor current).

The load sensors 106 may output signals to a processor which isprogrammed with one or more algorithms to compute certain parameters. Inthis way, the actuator assembly 10 may be provided with additionalfunctionality, e.g., provided with the ability to monitor the operationof the no-back device 22 and/or compute consumed actuator life based onload values detected by load sensor(s) 106 on the first/second rods 100,124. The processor may be associated with a storage device to record theload values for later analysis.

FIG. 8 shows a further exemplary embodiment of the screw actuatorassembly where the nut 16 is provided as part of the no-back device 22.In the FIGS. 1 and 7 embodiments, the nut 16 is coupled to a moveableflight control surface (not shown) and translates along the screw shaft14. In the FIG. 8 embodiment, the nut 16 remains positionally fixed inthe axial direction with respect to the aircraft structure and the screwshaft 14 translates within the nut 16 so as to move a coupling 138 atone end of the screw shaft 14, which in turn can move a flight controlsurface. Such screw shaft/nut arrangements may be seen in certain flapactuators. The other features of FIG. 8 (e.g., the first and second rods100, 124, the “floating” motor/gearbox arrangement, end stops 18 etc.)correspond to those already described in FIG. 7 and so for the sake ofsimplicity will not be described further herein.

Thus, viewed from another aspect, the present disclosure may be seen toprovide an actuator assembly comprising: a screw shaft rotatable about ashaft axis or translatable along a shaft axis; a drive arrangementsupported about the screw shaft axis for driving the screw shaft aboutthe shaft axis or along the shaft axis; a no-back device; and at leastone rod mounted at one end to the drive arrangement and/or to theno-back device, and at the other end to a frame to transmit load to theframe and provide a torque reaction function for the drivearrangement/no-back device, wherein the at least one rod is providedwith a load sensor which is arranged to transmit load signals to aprocessor, and wherein the processor is programmed with an algorithm todetermine a parameter indicative of an operational characteristic of theno-back device based on the load signals.

The actuator assembly of this aspect may comprise any of the optionalfeatures mentioned above in connection with the other aspects.

The actuator assembly, via the algorithm, may be configured to compute aparameter indicative of braking torque provided by the no-back deviceduring use.

Additionally or alternatively, the actuator assembly may be configured,via the algorithm, to compute a parameter indicative of consumedactuator life based on loads detected via the load sensor and an amountof motion associated with this load.

The algorithm may be used to calculate consumed endurance, or remainingendurance. The algorithm may be used to calculate, in addition to oralternatively, a fatigue life potential for the actuator assembly orpart thereof.

The load values may be used to provide immediate feedback, e.g., to apilot, and/or the load values may be stored for later analysis. Forexample, the load values or calculated parameters may be sent toaircraft maintenance computers by the actuator assembly's controlelectronic, e.g., via a digital bus (such as ARINC, AFDX, etc.).

Viewed from a further aspect, the present disclosure can be seen toprovide a method of monitoring an operational characteristic of ano-back device of an actuator assembly, the actuator assembly comprisinga screw shaft having a shaft axis, a drive arrangement pivotallysupported about the screw shaft axis for driving the screw shaft, and ano-back device for countering feedback torque, wherein at least one rodis mounted at one end to the drive arrangement or to the no-back device,and at the other end to a frame to transmit load to the frame andprovide a torque reaction function for the drive arrangement/no-backdevice, the at least one rod having a load sensor which is arranged totransmit load signals to a processor 99 programmed with an algorithm,and wherein the processor 99 determines a parameter indicative of anoperational characteristic of the no-back device based on the loadsignals it receives from the load sensor(s).

The method of monitoring of this aspect may comprise any of the optionalfeatures mentioned above in connection with the other aspects.

The method of monitoring may comprise, via the algorithm, computing aparameter indicative of braking torque provided by the no-back deviceduring use.

Additionally or alternatively, the method of monitoring may comprisecomputing a parameter indicative of consumed actuator life based onloads detected via the load sensor and an amount of motion associatedwith this load.

Using an algorithm, the processor 99 may calculate consumed endurance,or remaining endurance. An algorithm may be used to calculate, inaddition to or alternatively, a fatigue life potential for the actuatorassembly or part thereof.

The method of monitoring may use the load values to provide immediatefeedback, e.g., to a pilot, and/or load values may be stored for lateranalysis. For example, the load values or calculated parameters may besent to aircraft maintenance computers by the actuator assembly'scontrol electronic, e.g., via a digital bus (such as ARINC, AFDX, etc.).

As indicated herein, the actuator assembly may be a flight controlactuator, in particular it might be a THSA for an aircraft. Thus, as hasbeen described, the actuator assembly, at least in certain embodiments,may be seen to provide one or more of the following benefits: acontinuous health monitoring status, e.g., of a THSA no-back device bycomparing the gearbox reaction torque with at least the direction ofmotor(s) rotation; an end-stroke stop engagement detection function;and/or an elastic function required to absorb the end-stroke stopkinetic energy.

FIG. 9A shows a flow diagram indicating steps related to the processor99 receiving a signal from the rod, processing the signal, andoutputting a signal indicative of the results of the processing. Thesteps shown in the flow chart of FIG. 9A are as follows:

Step 201: Receive a signal from the load sensor indicating a direction(and optionally, a magnitude) of load along the rod load path.

Step 202: Receive a signal indicating a direction of drive being appliedto the screw shaft.

Step 203: Compare the signals using the processor.

Step 204: Does the comparing of the signals indicate the direction (andoptionally, magnitude) of the torque on the rod is different from thedirection of drive being applied to the screw shaft?

Step 205: Determine the motor is acting in a load-driven quadrant

Step 206: Determine the motor is acting in a resistive quadrant

Step 207: Output a signal indicating the motor is acting in a resistivequadrant.

FIG. 9B shows another flow diagram indicating another set of stepsrelated to the processor 99. The steps of FIG. 9B include:

Step 301: Receive a signal indicating a magnitude of the load along therod.

Step 302: Calculate a fatigue life consumption and/or endurance lifeconsumption.

Step 303: Output a signal indicating fatigue life consumption and/orendurance life consumption.

The terminology used herein is for the purpose of describing particularembodiments only and is not intended to be limiting of the presentdisclosure. As used herein, the singular forms “a”, “an” and “the” areintended to include the plural forms as well, unless the context clearlyindicates otherwise. It will be further understood that the terms“comprises” and/or “comprising,” when used in this specification,specify the presence of stated features, integers, steps, operations,elements, and/or components, but do not preclude the presence oraddition of one or more other features, integers, steps, operations,element components, and/or groups thereof.

While the present disclosure has been described with reference to anexemplary embodiment or embodiments, it will be understood by thoseskilled in the art that various changes may be made and equivalents maybe substituted for elements thereof without departing from the scope ofthe present disclosure. In addition, many modifications may be made toadapt a particular situation or material to the teachings of the presentdisclosure without departing from the essential scope thereof.Therefore, it is intended that the present disclosure not be limited tothe particular embodiment disclosed as the best mode contemplated forcarrying out this present disclosure, but that the present disclosurewill include all embodiments falling within the scope of the claims.

1. A method of reacting torque on an actuator assembly, wherein theactuator assembly comprises a screw shaft having a shaft axis, a drivearrangement pivotally supported about the screw shaft axis for drivingthe screw shaft, and a rod for connection to a frame, wherein one end ofthe rod is connected to the drive arrangement at a location off theshaft axis, the rod having a rod axis along which load is experiencedresulting from torque on the drive arrangement; the method comprising:using the rod to provide a load path which can react torque on the drivearrangement as a primary function of the rod; and using the rod loadpath to operate a device which is part of the rod in order to provide asecondary function for the actuator assembly based on the loadexperienced along the rod load path.
 2. The method of reacting torque asclaimed in claim 1, wherein the device provides a secondary function ofreducing angular impulses on the actuating assembly.
 3. The method ofreacting torque as claimed in claim 1, wherein the device comprisesportions that move with respect to each other against a bias.
 4. Themethod of reacting torque as claimed in claim 1, wherein the methodcomprises providing a rod with a device comprising a load limiter. 5.The method of reacting torque as claimed in claim 1, wherein the methodof reacting torque includes a secondary function of detecting aperformance of the actuator assembly based on load experienced along therod load path in reaction to torque on the drive arrangement.
 6. Themethod of reacting torque as claimed in claim 5, wherein the detecting aperformance comprises: detecting at least a direction of the load alongthe rod load path using a load sensor which is provided in the rod loadpath.
 7. The method of reacting torque as claimed in claim 6, whereinthe detecting comprises detecting a direction and magnitude of the loadalong the rod load path
 8. The method of reacting torque as claimed inclaim 6, wherein load signals from the load sensor are used to computeparameters comprising a fatigue life consumption and/or endurance lifeconsumption of one or more components of the actuator assembly.
 9. Themethod of reacting torque as claimed in claim 6, wherein the detecting aperformance of an actuator assembly comprises: sensing a direction ofdrive of the screw shaft; and processing information concerning thedirection of the load and the direction of drive to determine a firstperformance status of the actuator assembly when the drive arrangementis operating in a resistive load quadrant and to determine a secondperformance status of the actuator assembly when the drive arrangementis operating in a load driven quadrant,
 10. The method of reactingtorque as claimed in claim 9, wherein a signal is outputted if a secondperformance status is determined.
 11. The method of reacting torque asclaimed in claim 5, wherein the detecting a performance of an actuatorassembly comprises: controlling a change in a length of the rod throughcompaction or stretching of a resilient mechanism when a load along therod load path exceeds a pre-load of the resilient mechanism; biasing therod when the pre-load is exceeded in either tension or compression toreturn it back to an initial length; and detecting activation of theresilient mechanism through the change of length of the rod.